Multi-wheel transportation vehicles and related methods

ABSTRACT

Transportation vehicles, suspension systems and related methods are provided herein. For example, a three wheeled vehicle is provided that can include a frame having a first side and second side and a front end and a rear end and a steerable front wheel secured to the front end of the frame. The vehicle can also include a first trailing wheel arm having a first rear wheel secure thereto and a second trailing wheel arm having a second rear wheel secure thereto. The vehicle can also include a central suspension joint secured to the frame on which the first trailing wheel arm is rotatably secured and the second trailing wheel arm is rotatably secured on either side of the frame. Further, the vehicle can include a horizontal linkage having a first end and a second end and a midsection between the first and second ends. The horizontal linkage can be pivotably connected to a pintle on the frame at the midsection beneath the first and second trailing wheel arms with the horizontal linkage linked to an underside of the first trailing wheel arm between the first wheel and the central suspension joint proximal to the first end of the horizontal linkage and linked to an underside of the second trailing wheel arm between the second wheel and the central suspension joint proximal to the second end of the horizontal linkage.

RELATED APPLICATION

The presently disclosed subject matter claims the benefit of U.S.Provisional Patent Application Ser. No. 63/088,153, filed Oct. 6, 2020,the disclosure of which is incorporated herein by reference in itsentirety.

TECHNICAL FIELD

The present subject matter relates to multi-wheeled vehicles,suspensions systems, and related methods. In particular, the presentsubject matter relates to three-wheeled vehicles that provide uniquelinkages between the wheels to provide a smoother ride to the user ofthe vehicle.

BACKGROUND

In recent years, interest in motor vehicles with innovative designs hasgrown in view of the continued expansion of urban areas, the largenumber of vehicles operating in these areas, and the problems associatedtherewith, including, for example, traffic jams, parking shortages, andenvironmental pollution.

In recent years, various attempts have therefore been made to develop alaterally tiltable multi-track vehicle, having either three or fourwheels, in which the entire vehicle or a part thereof may tilt in towarda rotation center (e.g, a curve bend inner side) in a similar manner toa bicycle or motorcycle. In other words, both the body and wheels of atiltable vehicle may lean into a curve during cornering such that thewheels stay parallel to the body throughout the curve. Accordingly, likea bicycle or motorcycle, such vehicles are statically in an instableequilibrium and would fall over without any external correction by thedriver or another device. Unlike a bicycle or motorcycle, however, inwhich the vehicle can be easily stabilized by moving the center ofgravity of the driver (i.e., via input from the driver), such tiltablevehicles generally require suspensions that can help stabilize thevehicle during cornering, or, for example, on banked roads.

Accordingly, various innovative suspensions have also been developed forlaterally tiltable multi-track vehicles. Such suspensions, for example,generally incorporate a balancing device that can create a torque toinfluence the leaning angle of the vehicle. Additionally, for safety andride comfort, such suspensions should also provide a spring/dampingfunction between the body of the vehicle and the wheels of the vehicle,similar to the suspension spring/damper elements of a conventional motorvehicle.

While many have tried, a vehicle has not been developed that clearlyprovides rear wheel suspension that permits a more stable andcomfortable ride and can provide easy adjustability as to the movementof the back wheels to adjust to both the road and how the vehicleresponds to the road.

As such, a need exists for improving the suspension of a tiltablethree-wheel transportation vehicle.

SUMMARY

The present subject matter relates to three-wheeled transportationvehicles and suspension systems as well as methods related thereto. Inparticular, the present subject matter provides three-wheeled vehicleswith two rear wheels that permit the rear wheels to pivot withoutdamaging the frame of the vehicle with the rear wheels being linkedtogether such that the rear wheels move inversely to each other.

Thus, it is an object of the presently disclosed subject matter toprovide three-wheeled transportation vehicles and suspension systems aswell as methods related thereto. While one or more objects of thepresently disclosed subject matter having been stated hereinabove, andwhich is achieved in whole or in part by the presently disclosed subjectmatter, other objects will become evident as the description proceedswhen taken in connection with the accompanying drawings as bestdescribed hereinbelow proceeds.

BRIEF DESCRIPTION OF THE DRAWINGS

A full and enabling disclosure of the present subject matter includingthe best mode thereof to one of ordinary skill in the art is set forthmore particularly in the remainder of the specification, includingreference to the accompanying figures, in which:

FIG. 1 illustrates a perspective view of an embodiment of atransportation vehicle according to the present subject matter;

FIG. 2 illustrates a perspective view of the embodiment of thetransportation vehicle according to FIG. 1 with some components removedfor clarity;

FIG. 3 illustrates a bottom side perspective view of a portion of theembodiment of the transportation vehicle according to FIG. 1 showing anembodiment of a horizontal linkage according to the present subjectmatter;

FIG. 4 illustrates a bottom side perspective view of another portion ofthe embodiment of the transportation vehicle according to FIG. 1 showingan embodiment of a horizontal linkage according to the present subjectmatter;

FIG. 5 illustrates a rear side perspective view of another portion ofthe embodiment of the transportation vehicle according to FIG. 1;

FIG. 6 illustrates a top perspective view of the embodiment of thetransportation vehicle according to FIG. 1;

FIG. 7 illustrates a side plan view of the embodiment of thetransportation vehicle according to FIG. 1 showing embodiments offairings secured to the vehicle according to the present subject matter;

FIG. 8 illustrates a top plan view of an embodiment of suspensionlocking system that can be used in conjunction with a transportationvehicle according to the present subject matter;

FIG. 9 illustrates a side perspective view of a portion of an embodimentof a transportation vehicle according to the present subject matter;

FIGS. 10A and 10B illustrate a schematic side views of an embodiment ofsuspension locking system that can be used in conjunction with atransportation vehicle according to the present subject matter;

FIG. 11 illustrates a partial perspective view of the embodiment ofsuspension locking system according to FIGS. 10A and 10B that can beused in conjunction with a transportation vehicle according to thepresent subject matter;

FIG. 12 illustrates a rear perspective view of a portion of anembodiment of horizontal linkage that can be used in conjunction with atransportation vehicle according to the present subject matter; and

FIGS. 13A-13C illustrate schematic views of an embodiment of horizontallinkage in use on a transportation vehicle according to the presentsubject matter.

Repeat use of reference characters in the present specification anddrawings is intended to represent the seam or analogous features orelements of the present subject matter.

DETAILED DESCRIPTION

Reference now will be made to the embodiments of the present subjectmatter, one or more examples of which are set forth below. Each exampleis provided by way of an explanation of the present subject matter, notas a limitation. In fact, it will be apparent to those skilled in theart that various modifications and variations can be made in the presentsubject matter without departing from the scope or spirit of the presentsubject matter. For instance, features illustrated or described as oneembodiment can be used on another embodiment to yield still a furtherembodiment. It is to be understood by one of ordinary skill in the artthat the present discussion is a description of exemplary embodimentsonly and is not intended as limiting the broader aspects of the presentsubject matter, which broader aspects are embodied in exemplaryconstructions.

Although the terms first, second, right, left, front, back, top, bottom,etc. may be used herein to describe various features, elements,components, regions, layers and/or sections, these features, elements,components, regions, layers and/or sections should not be limited bythese terms. These terms are only used to distinguish one feature,element, component, region, layer, or section from another feature,element, component, region, layer, or section. Thus, a first feature,element, component, region, layer, or section discussed below could betermed a second feature, element, component, region, layer, or sectionwithout departing from the teachings of the disclosure herein.

Similarly, when a feature or element is being described in the presentdisclosure as “on” or “over” another feature or element, it is to beunderstood that the features or elements can either be directlycontacting each other or have another feature or element between them,unless expressly stated to the contrary. Thus, these terms are simplydescribing the relative position of the features or elements to eachother and do not necessarily mean “on top of” since the relativeposition above or below depends upon the orientation of the device tothe viewer.

Embodiments of the subject matter of the disclosure are described hereinwith reference to schematic illustrations of embodiments that may beidealized. As such, variations from the shapes and/or positions offeatures, elements, or components within the illustrations as a resultof, for example but not limited to, user preferences, manufacturingtechniques and/or tolerances are expected. Shapes, sizes and/orpositions of features, elements or components illustrated in the figuresmay also be magnified, minimized, exaggerated, shifted, or simplified tofacilitate explanation of the subject matter disclosed herein. Thus, thefeatures, elements or components illustrated in the figures areschematic in nature and their shapes and/or positions are not intendedto illustrate the precise configuration of the subject matter and arenot necessarily intended to limit the scope of the subject matterdisclosed herein unless it specifically stated otherwise herein.

It is to be understood that the ranges and limits mentioned hereininclude all ranges located within the prescribed limits (i.e.,subranges). For instance, a range from about 100 to about 200 alsoincludes ranges from 110 to 150, 170 to 190, 153 to 162, and 145.3 to149.6. Further, a limit of up to about 7 also includes a limit of up toabout 5, up to 3, and up to about 4.5, as well as ranges within thelimit, such as from about 1 to about 5, and from about 3.2 to about 6.5.

According to one exemplary embodiment, the present disclosure comprisesa multi-wheel transportation vehicle comprising one or more independentelectric hub motors operatively mounted at respective wheels of thevehicle.

As disclosed herein, the present disclosure can comprise an improvedmotorized three wheeled vehicle. The exemplary method of achievingimproved efficiency is to employ a three wheeled platform that permitsvertical articulations in the rear wheels that correspond with eachother permitting a shift in the center of gravity of the vehicle unlikeconventional tricycles, which have limitations in that tricycles havethe tendency to turn over when exposed to lateral acceleration, forexample, when turning. The three-wheeled vehicle as disclosed hereinacts to retain the side-to-side center of gravity along the central axisof the vehicle at all times.

The structure of the vehicle disclosed herein comprises one wheel at thefront and two wheels at the rear. The two rear wheels articulate in aninverse manner, such that when one rear wheel articulates upward, theopposite rear wheel is constrained to articulate downward by the sameamount, while both rear wheels remain parallel to each other in theirvertical orientation and to the frame of the vehicle. The suspensionarrangement of the rear wheels includes a series of mechanical linkagesthat transfer tire loading into the vehicle frame to permit the vehicleto achieve a vehicle attitude that allows the vehicle to tilt in turns.Each rear wheel is mounted on one end of a trailing wheel arm. Theopposite end of each trailing arm is rotatably connected, or hinged, toone or more transverse arm shafts that can be transversely rigidly fixedto the frame of the vehicle. This arrangement enables the rear wheels toarticulate rotatably about the one or more transverse arm shafts, whilethe rear wheels remain vertically parallel to the frame.

The rear wheel articulation is constrained to move opposedly, and tocarry the vehicle weight by a horizontal transverse linkage. Thishorizontal linkage can comprise a bar, rod or beam that is pivotablyconnected, or hinged, at its center to the frame of the vehicle. Theends of the horizontal linkage can be linked to the intermediate area ofthe trailing wheel arms by tension links or suspension springs. Motivepower for the vehicle can be provided by a battery powered electrichubmotor located on the axle of one or more of the vehicle wheels.

Referring to FIGS. 1-6, a transportation vehicle, generally designated10, is provided. The vehicle 10 can be a three wheeled transportationvehicle. The vehicle 10 can comprise a frame 12 having a front wheel 14on an axle 16 within a fork 18 that can be steered by handlebars 20.While shown in this embodiment with handlebars 20, the vehicle 10 canutilize other steering systems, such as a steering wheel or single ordual control sticks. In some embodiments, the steering mechanism canswing, slide, or retract, for example, to facilitate operator access andegress. A seat 22 can be secured to the frame 12. In some embodiments,the seat and frame configuration can provide a recumbent seat. Thevehicle 10 can include a first rear wheel 24 and a second rear wheel 26.The first rear wheel 24 can be mounted on an axle 24A in a firsttrailing wheel arm 28 and the second rear wheel 26 can be mounted on anaxle 26A in a second trailing wheel arm 30 (see FIG. 5). The first andsecond trailing wheel arms 28, 30 can be rotatably secured to a centralsuspension joint 32 such that each of the first and second trailingwheel arms 28, 30 can rotate about one or more shafts of the centralsuspension joint 32 in directions R to provide a general verticaldisplacement of the first and second rear wheels 24, 26. The first andsecond trailing wheel arms 28, 30 are constrained to swing inversely toeach other as will be explained further below. Wheel axle drop outs 24B,26B can be used to secure and release the axles 24A, 26A and therespective rear wheels 24, 26 into and from the respective first andsecond trailing wheel arms 28, 30.

The vehicle 10 can be an electric powered vehicle. For example, in someembodiments, the vehicle 10 can comprise one or more electric hub motors34 that can be used to provide motive power. The electric hub motors 34can be configured within the wheel hubs of one, two, or all threewheels. For example, in some embodiments as shown in FIGS. 1 and 5, theelectric hub motors 34 can be within the rear wheels 24, 26. Motivetorque of the electric hub motors 34 can express itself through axletorque. The wheel axles 24A, 26A can be constrained from spinning,thereby converting the motor torque into traction at the tire tread. Atorque arms 34A as shown in FIG. 4 can be rigidly attached to the axles24A, 26A at one end and connected to the respective first or secondtrailing wheel arms 28, 30 at the opposite end to transmit the motortorque into the first and second trailing wheel arms 28, 30.Alternatively, a clamping axle dropout (not shown) can be applied torigidly constrain both ends of each axle from spinning.

To provide power to the electric hub motors 34, one or more batterybanks can be located within battery boxes 36 that can be rigidlyattached to the frame 12 behind the front wheel 14, for example.Footrests 35 can be provided on the vehicle 10. In some embodiments, thefootrests 35 can be rigidly but adjustably affixed to the top edges ofthe battery boxes 36 to allow for adjustment for varied rider height. Insome embodiments, the footrests 35 instead can be rigidly but adjustablyaffixed to the frame 12.

To control the power generated by the electric hubmotors 34, a throttle38 is provided that is in operable communication with one or morecontrollers 39 that is operably connected to the electric hub motors 34.The one or more controllers 39 can thereby provide throttle controlledelectric power to the hubmotors 34 as well as provide power foraccessories. Using the battery powered electric hubmotors 34, thethrottle 38 and one or more controllers 39, the user of the vehicle 10can provide motive power to the vehicle 10 and control the speed of thevehicle 10.

The connection of the first or second trailing wheel arms 28, 30 to theframe 12 and their controlled movement will now be described in moredetail. As stated above, the first and second trailing wheel arms 28, 30can be rotatably secured the central suspension joint 32 and can beconstrained to swing inversely to each other. The vehicle 10 cancomprise a horizontal linkage 40 that rotatably connects to the frame 12and is linked to both the first and second trailing wheel arms 28, 30 oneither side of the frame 12. In some embodiments, the horizontal linkage40 can be connected to the first and second trailing wheel arms 28, 30at their intermediate lengths between their connections to the centralsuspension joint 32 and the respective rear wheels 24, 26. Thehorizontal linkage 40 can link the first and second trailing wheel arms28, 30 together such that the first and second trailing wheel arms 28,30 move inversely to one another. For example, if the rear wheel 24 ispushed upward, the first trailing wheel arm 28 rotates upward about theshaft of the central suspension joint 32 and the horizontal linkage 40is forced upward on the side that it is connected to first trailingwheel arm 28 while the horizontal linkage 40 is forced downward on theside that it is connected to second trailing wheel arm 30 as thehorizontal linkage 40 is rotated around its connection to the frame 12that acts as a fulcrum. The downward movement of the side of thehorizontal linkage 40 connected to the second trailing wheel arm 30brings the second trailing wheel arm 30 and the rear wheel 26 downwardby an amount proportional to the upward movement of the rear wheel 24.Thus, as first trailing wheel arm 28 articulates in a first direction,the horizontal linkage 40 is pivoted about the connection to the frame12 causing the second trailing wheel arm 30 to articulate in a secondopposing direction.

As shown in FIGS. 1-6, the horizontal linkage 40 can be pivotablyconnected to the frame 12 at a midsection 40A while the horizontallinkage 40 can be linked to the first trailing wheel arm 28 between thefirst rear wheel 24 and the central suspension joint 32 proximal to afirst end 40B of the horizontal linkage 40 and the horizontal linkage 40can be linked to the second trailing wheel arm 30 between the secondwheel 26 and the central suspension joint 32 proximal to the second end40C of the horizontal linkage 40. In some embodiments as shown in FIGS.3-5, the horizontal linkage 40 can be secured to the frame 12 by aconnection such as a shaft 42A and cradle 42 such that horizontallinkage 40 is pivotable about the connection to the frame 12. The shaft42A and cradle 42 firmly hold the horizontal linkage 40 to the frame 12and act as a fulcrum to permit the horizontal linkage 40 to rotate aboutthe shaft 42. In the embodiment shown, the frame 12 can have a linkageindention 12C that provides clearance space above the horizontal linkage40 when secured by the shaft 42A and cradle 42 to permit the back andforth pivoting about the shaft 42A and cradle 42. In some embodiments asshown, the horizontal linkage 40 can be secured to the frame 12 at aposition in which the horizontal linkage 40 extends beneath the firstand second trailing wheel arms 28, 30.

In some embodiments as shown in FIG. 12, the horizontal linkage 40 canbe secured to the frame 12 by a pintle 43 that extends outward from arear end 12D of the frame 12 such that the horizontal linkage 40 ispivotable about the connection to the frame 12. Thereby, the pintle 43can also act as a fulcrum to permit the horizontal linkage 40 to rotateabout the pintle 43. Having the horizontal linkage 40 pivotably securedto the pintle 43 at the rear end 12D of the frame 12 provides moreoptions for the operation of the horizontal linkage and relatedoperational systems or subsystems. For example, being pivotably securedto such a pintle 43 can permit the attachment of a cam clamp suspensionlocking system, explained in more detail below, that includes a cam 102and a lock disc 108 secured by fastener 112 to the horizontal linkage 40as shown in dotted lines in FIG. 12.

As shown in FIGS. 1-6, the horizontal linkage 40 can be linked to thefirst trailing wheel arm 28 by a first tension link 44 and thehorizontal linkage 40 can be linked to the second trailing wheel arm 30by a second tension link 46. In some embodiments, the first and secondtension link 44, 46 can be loosely secured by fasteners 44A, 46A to thehorizontal linkage 40. For example, the horizontal linkage 40 can haverecesses 48 on both ends 40B, 40C for receiving the respective first andsecond tension links 44, 46 with the fasteners 44A, 46A holding therespective first and second tension links 44, 46 in the recesses 48 ofthe horizontal linkage 40. Additionally, first tension link 44 can beloosely secured to a shaft 28B of the first trailing wheel arm 28 at anend receiver 44B and the second tension link 46 can be loosely securedto a shaft 30B of the first trailing wheel arm 30 at an end receiver46B. In this manner, the first and second tension links 44, 46 areprovided with flexibility to move with horizontal linkage 40 and therespective first and second trailing wheel arms 28, 30 as the first andsecond trailing wheel arms 28, 30 rotationally articulate about thecentral suspension joint 32. In an alternative embodiment, thehorizontal linkage 40 can be linked to the first and second trailingwheel arms 28, 30 by springer-type suspension linkage at the rear end ofboth trailing arms as discussed in more detail further below inreference to FIG. 9.

Referring to FIG. 9, in some embodiments, the horizontal linkage 40 canbe linked to the first and second trailing wheel arms 28, 30 byspringer-type suspension linkage, such as a suspension spring. Asuspension spring can compress under an instantaneous bump such ashitting a rock in a roadway without causing the horizontal linkage 40 topivot which would lead to an inverse reciprocal movement of the othertrailing wheel arm and wheel. In some embodiments, the suspensionsprings that provide the links between horizontal linkage 40 and thefirst and second trailing wheel arms 28, 30 can comprise mechanicalsuspension springs that use compress or tension springs therein. In someembodiments, the suspension springs that provide the links betweenhorizontal linkage 40 and the first and second trailing wheel arms 28,30 can comprise hydraulic suspension springs. In some embodiments, thesuspension springs that provide the links between horizontal linkage 40and the first and second trailing wheel arms 28, 30 can comprisepneumatic suspension springs.

As shown in FIG. 9, the vehicle 10 can comprise a pressurized air system80. The horizontal linkage 40 can be linked to the first trailing wheelarm 28 by a first air suspension spring 90A and the horizontal linkage40 can be linked to the second trailing wheel arm 30 by a second airsuspension spring 90B. The first and second air suspension springs 90A,90B, which can be pneumatic cylinders, can be connected to thepressurized air system 80 to adjust the rigidity of the first and secondair suspension springs 90A, 90B to modify the ability of the first andsecond air suspension springs 90A, 90B to absorb instantaneous bumpsexperienced by the respective first and second rear wheels 24, 26. Thepressurized air system 80 can comprise a compressor 82 which cancompress air and feed it into an air tank 84. A pressure switch 86 canbe used to transport air from the air tank 84 to the lines 88A, 88Bwhich provides the air to the connection on the respective first andsecond air suspension springs 90A, 90B closest to the horizontal linkage40. In the embodiment shown, at least a portion of the pressurized airsystem 80 is secured to a seat frame 15 of the frame 12 of the vehicle10. The link between the first and second air suspension springs 90A,90B and the horizontal linkage 40 can be similar the links between thehorizontal linkage 40 and the tension links described above.

The central suspension joint 32 provides a rotatable connection betweenthe frame 12 and the first and second trailing wheel arms 28, 30 andhelps distribute and lessen torque placed on the frame and a transversearm shaft of the central suspension joint 32 generated by thearticulation of the first and second trailing wheel arms 28, 30 aboutthe central suspension joint 32. To accomplish this task, the centralsuspension joint 32 can have a unique structure. In some embodiments asshown in FIGS. 1-6, the central suspension joint 32 can comprise a firstcentral hub 50A secured to the first side 12A of the frame 12 and asecond central hub 50B secured to the second side 12B of the frame 12.Each of the first and second central hubs 50A, 50B can have a wide basebody 52A, 52B with a flange 54A, 54B extending around the outerperimeter of the base body 52A, 52B. Each of first and second centralhubs 50A, 50B can have an aperture 56A, 56B extending through a middleof each of the first and second central hubs 50A, 50B. The first andsecond central hubs 50A, 50B can be aligned on the frame 12 such thatthe apertures 56A, 56B and the flanges 54A, 54B of the first and secondcentral hubs 50A, 50B are aligned. The central suspension joint 32 canalso comprise a transverse arm shaft 58 securely extending through theframe 12 and the apertures 54A, 54B of the first and second hubs 50A,50B along an axis HA as shown in FIG. 6. The transverse arm shaft 58 canhave a first side 58A extending out from the first central hub 50A onwhich the first trailing wheel arm 28 can be rotatably secured and asecond side 58B extending out from the second central hub 50B on whichthe second trailing wheel arm 30 is rotatably secured. In particular, insome embodiments, the first trailing wheel arm 28 can have a sleeve 28Athat is configured to slide on to and pivot about the first side 58A ofthe transverse arm shaft 58 and the second trailing wheel arm 30 canhave a sleeve 30A that is configured to slide on to and pivot about thesecond side 58B of the transverse arm shaft 58. The first and secondcentral hubs 50A, 50B can extend up to about the sleeves 28A, 30A of therespective sides of the transverse arm shaft 58. A fastener such as anend cap or a cotter pin can be used to prevent the unwanted orunintentional removal of the sleeves 28A, 30A from the transverse armshaft 58.

The first and second hubs 50A, 50B can be secured to the respectivesides 12A, 12B of the frame 12 at the flanges 54A, 54B. For example, aplurality of fasteners 55 can be used to secure the first and secondhubs 50A, 50B to the respective sides 12A, 12B of the frame 12 at theflanges 54A, 54B. In some embodiments, the size and the number offasteners 55 can vary and can be dependent upon the expected torque. Forexample, in some embodiments, the number of fasteners 55 can rangebetween about 4 and about 30. in some embodiments, the number offasteners 55 can be between about 6 and about 24. Without being held toany particular theory, it is believed that having a plurality offasteners can facilitate the distribution of the torque placed on theframe 12 generated by the articulation of the first and second trailingwheel arms 28, 30.

Additionally, the base body 52A of the first central hub 50A and thebase body 52B of the second central hub 50B can have diameters asmeasured at the flanges 54A, 54B that engage the frame 12 and hold thefirst and second central hubs 50A, 50B to the frame 12 that distributeand lessen the torque placed on the frame 12 and transverse arm shaft 58by the articulation of the first and second trailing wheel arms 28, 30about the transverse arm shaft 58. In some embodiments, the base bodies52A, 52B of the first and second central hub 50A, 50B can have diametersas measured at the flanges 54A, 54B that are at least about three timesa diameter of the transverse arm shaft 58. In some embodiments, the basebodies 52A, 52B of the first and second central hub 50A, 50B can havediameters as measured at the flanges 54A, 54B that are at least aboutfive times a diameter of the transverse arm shaft 58. In someembodiments, the base bodies 52A, 52B of the first and second centralhub 50A, 50B can have diameters as measured at the flanges 54A, 54B thatare at least about ten times a diameter of the transverse arm shaft 58.In some embodiments, the base bodies 52A, 52B of the first and secondcentral hub 50A, 50B can have diameters as measured at the flanges MA,54B that are about nine times a diameter of the transverse arm shaft 58.

In some embodiments, the central suspension joint can comprise a firstcentral hub securable to the first side of the frame and a secondcentral hub securable to the second side of the frame. The first centralhub can comprise a base body with a flange extending around the outerperimeter of the base body and a first transverse arm shaft extendingoutward from a central portion of the first central hub. The secondcentral hub can comprise a base body with a flange extending around theouter perimeter of the base body and a second transverse arm shaftextending outward from a central portion of the second central hub. Thefirst and second central hubs can be positioned on the frame such thatthe flanges of the first and second central hubs are aligned to permitfasteners to fasten both the first and second central hubs together onthe frame. Additionally, the first and second transverse arm shafts arealigned with each other along an axis. In such embodiments, the firsttrailing wheel arm can be rotatably secured to the first transverse armshaft and the second trailing wheel arm can be rotatably secured to thesecond transverse arm shaft. As above, the base body of the firstcentral hub and the base body of the second central hub can havediameters as measured at the flanges that engage the frame and hold thefirst and second central hubs to the frame to distribute and lessen atorque placed on the frame generated by the articulation of the firstand second trailing wheel arms about the transverse arm shaft.

Referring to FIG. 7, to increase the usability of the vehicle 10, theframe 12 can be encased in a covering 70 to protect the user from thesun and inclement weather. For example, the vehicle 10 can comprisefairings 72, 74, 76 that may be optionally affixed to the frame 12. Forinstance, a nose cone 72 can be secured to the front fork 18 and apassenger fuselage, or upper frame fairing, 74 can be secured to theframe 12. The upper frame fairing 74 may move relative to the frame 12via hinges or slides to facilitate operator access. Additionally,nacelle fairings 76 may be optionally affixed to the first and secondtrailing wheel arms 28, 30.

The vehicle 10 can operate with two distinct suspension modes. Theunconstrained operational mode allows the vehicle to bank aroundcorners, steered and trimmed mechanically by the physical and balancinginputs from the rider. The constrained operational mode forces thehorizontal linkage 40 into a more rigid stance/posture such that thevehicle 10 behaves more like a traditional tricycle. The horizontallinkage 40 can be connected at its midpoint to the frame 12 as describedabove via a cradle joint 42 or a pintle that allows relative rotationabout a fore-and-aft axis. To place the vehicle 10 in the constrainedoperational mode, the vehicle 10 can comprise a suspension lock system.For example, in the embodiment shown in FIGS. 1-6 and 8, the vehicle 10can comprise a cable harness system 60 that applies tension on eitherside of the horizontal linkage 60 to constrain the relative rotation ofthe horizontal linkage 40 to the frame 12. The cable harness system 60can comprise an actuator 62, a cable harness 64 and a cable binder 66.The tensioning of the cable harness system 60 can be affected by theactuator 62, which can be an electromechanical actuator, that appliestension to the cable harness 64. The direction of the tension in theelements of the Cable Harness is redirected by the use of cable sheaves68 within the sheave block 65 which is fixedly attached to the frame 12.

Referring to FIG. 8, the cable harness system 60 can be used toconstrain the tiling of the vehicle 10 when the vehicle 10 is travellingunder a certain speed. In this manner, the cable harness system 60 canbe used to force the vehicle upright and to behave as a tricycle. Forexample, when vehicle speed decreases to speed less than about 8 milesper hour, an electrical signal can be relayed from the hubmotorcontroller 39 to force the electromechanical actuator 62 to extend thecable harness 64. The actuator 62 can tension cable harness 64. A cablebinder 66 can rigidly connect two sections of the cable harness 64 suchthat a loop is formed at the center of the cable harness 64. Theelectromechanical actuator 62 is rigidly mounted to frame 12 andcontrolled by an electrical signal relayed from the hubmotor controller39. At speeds below a certain level, an actuator piston of the actuator62 extends to apply tension to the center loop of the cable harness 64.Through the clamping action of the cable binder 66, both ends of thecable harness 64 can be in tension from the same direction. Each end ofthe Cable Harness passes through the sheave block 65, redirecting cabletension such that tension is applied between the horizontal linkage 40and the rear dorsal area of the frame 12. The ends of the cable harness64 can be affixed to the horizontal linkage 40 such that tension on thecable harness 64 constrains the relative rotation of horizontal linkage40 to the frame 12. The cable binder 66 can work with the sheave block65 to get the cable harness 64 to pull in the manner and directiondesired.

In other embodiments, the vehicle 10 can comprise different suspensionlock systems. For example, in some embodiments as shown in FIGS. 10A-11,the vehicle 10 can comprise a suspension lock system such as a cam clamplocking system 100. The cam clamp locking system 100 can comprise arotatable cam 102 that can be connect to an actuating lever 104. Theactuating lever 104 can be secured to the frame 12 such that the lever104 is accessible between the legs of the user of the vehicle when theuser is driving the vehicle 10. The lever 104 can rotate an actuator 105which in turn rotates the cam 102 between a locked position and unlockedposition. The cam clamp locking system 100 can comprise an opposinggusset 106 with a space between the cam 102 and the gusset 106. The camclamp locking system 100 can also comprise a lock disc 108 secured tothe horizontal linkage 40 by fasteners 112 shown in FIG. 11. Thereby,the lock disc 108, which can be in the shape of a full disc or a halfdisc, moves or pivots as the horizontal linkage 40 moves or pivots. Thelock disc 108 can be positioned in the space between the cam 102 and thegusset 106. In operation, as lever 104 is pulled upward by the user, theactuator 105 rotates the cam 102. As the cam 102 is rotated, the cam 102presses the lock disc 108 against the gusset 106 holding the lock disc108 and horizontal linkage 40 in a stationary position for operating thevehicle 10 in the constrained operational mode. To revert to theunconstrained operational mode, the lever 104 can be lowered rotatingthe cam 102 back to its unlocked position and releasing the lock disc108.

In this manner, the cam clamp locking system 100 provides a simple andeffect way to lock the suspension of the rear wheels in a specificposition in the constrained operational mode by simply pulling the lever104 upward. The cam clamp locking system 100 can be activated when thehorizontal linkage 40 is in an equilibrium state as show in FIG. 13A toplace the vehicle 10 in the constrained operational mode. Additionally,the cam clamp locking system 100 can be activated when the horizontallinkage 40 is in a tilted state as show in FIG. 13B or 13C to place thevehicle 10 in the constrained operational mode while in the tiltedstate. Just as easily, the cam clamp locking system 100 can bedeactivated to place the vehicle 10 in the unconstrained operationalmode so that the horizontal linkage 40 and the vehicle 10 can freelyshift between the equilibrium and tilted states.

As Shown FIGS. 13A-13C, in the unconstrained operational mode, thevehicle can operate to some varying degree between the equilibrium andtwo tilted states. As the rear wheel 24 is forced to rotate upward in adirection K₁ as shown in FIG. 13B, the first end of the horizontallinkage 40 that is secured to an underside of the first trailing wheelarm is pulled upward causing the horizontal linkage 40 to pivot orrotate about the pintle 43 in a direction P₁. This, in turn, causing thesecond end of the horizontal linkage 40 that is secured to an undersideof the second trailing wheel arm to be pulled downward such that therear wheel 26 moves downward in the direction K₂ in an inverselyproportional manner to the rear wheel 24. Similarly, as the rear wheel26 is forced to rotate upward in a direction K₃ as shown in FIG. 13C,the second end of the horizontal linkage 40 that is secured to anunderside of the second trailing wheel arm is pulled upward causing thehorizontal linkage 40 to pivot or rotate about the pintle 43 in adirection P₂. This, in turn, causing the first end of the horizontallinkage 40 that is secured to an underside of the first trailing wheelarm to be pulled downward such that the rear wheel 24 moves downward inthe direction K₄ in an inversely proportional manner to the rear wheel26.

For the purposes of describing and defining the present invention it isnoted that the use of relative terms, such as “substantially”,“generally”, “approximately”, and the like, are utilized herein torepresent an inherent degree of uncertainty that may be attributed toany quantitative comparison, value, measurement, or otherrepresentation. These terms are also utilized herein to represent thedegree by which a quantitative representation may vary from a statedreference without resulting in a change in the basic function of thesubject matter at issue. Thus, as described above, separation systems,anti-tailgating devices and computer program products for controllingaccess to a restricted area and methods of using the systems and relateddevices are disclosed.

These and other modifications and variations to the present subjectmatter may be practiced by those of ordinary skill in the art, withoutdeparting from the spirit and scope of the present subject matter, whichis more particularly set forth herein above and any appending claims. Inaddition, it should be understood the aspects of the various embodimentsmay be interchanged either in whole or in part. Furthermore, those ofordinary skill in the art will appreciate that the foregoing descriptionis by way of example only and is not intended to limit the presentsubject matter.

What is claimed is:
 1. A three-wheeled vehicle comprising: a framehaving a first side and second side and a front end and a rear end; asteerable front wheel secured to the front end of the frame; a firsttrailing wheel arm having a first rear wheel secure thereto and a secondtrailing wheel arm having a second rear wheel secure thereto; a centralsuspension joint secured to the frame, the central suspensioncomprising: a first central hub secured to the first side of the frameand a second central hub secured to the second side of the frame, eachof the first and second central hubs having a wide base body with aflange extending around the outer perimeter of the base body and anaperture extending through a middle of each of the first and secondcentral hubs, the first and second central hubs aligned on the framesuch that the apertures and the flanges of the first and second centralhubs are aligned; and a transverse arm shaft extending through the frameand the apertures of the first and second hubs, the transverse arm shafthaving a first side extending outer from the first central hub on whichthe first trailing wheel arm is rotatably secured and a second sideextending outer from the second central hub on which the second trailingwheel arm is rotatably secured; and a horizontal linkage comprising afirst end and a second end and a midsection between the first and secondends, the horizontal linkage being pivotably connected to the frame atthe midsection with the horizontal linkage linked to the first trailingwheel arm between the first wheel and the central suspension jointproximal to the first end of the horizontal linkage and the horizontallinkage linked to the second trailing wheel arm between the second wheeland the central suspension joint proximal to the second end of thehorizontal linkage.
 2. The three-wheeled vehicle according to claim 1,wherein the horizontal linkage is secured to the frame by a connectionon at least one of a shaft and cradle or a pintle such that horizontallinkage is pivotable about the connection to the frame.
 3. Thethree-wheeled vehicle according to claim 2, wherein as first trailingwheel arm articulates in a first direction, the horizontal linkage ispivoted about the connection to the frame causing the second trailingwheel arm to articulate in a second opposing direction.
 4. Thethree-wheeled vehicle according to claim 1, wherein the horizontallinkage is secured to the frame at a position in which the horizontallinkage extends beneath the first and second trailing wheel arms.
 5. Thethree-wheeled vehicle according to claim 1, wherein the horizontallinkage is linked to the first trailing wheel arm by a first tensionlink and the horizontal linkage is linked to the second trailing wheelarm by a second tension link.
 6. The three-wheeled vehicle according toclaim 1, wherein the horizontal linkage is linked to the first trailingwheel arm by a first suspension spring and the horizontal linkage islinked to the second trailing wheel arm by a second suspension spring.7. The three-wheeled vehicle according to claim 1, further comprising ahubmotor on an axle of at least one of the first rear wheel or thesecond rear wheel to provide electric motive power to the three-wheeledvehicle.
 8. The three-wheeled vehicle according to claim 7, furthercomprising one or more battery boxes secured to the frame for carryingbattery banks configured to provide electric power to the hubmotor. 9.The three-wheeled vehicle according to claim 1, further comprising asuspension lock system configured to restriction the articulation of thefirst and second trailing wheel arms.
 10. The three-wheeled vehicleaccording to claim 9, wherein the suspension lock system comprises acable harness system that applies tension on either side of thehorizontal linkage to constrain the relative rotation of the horizontallinkage to the frame.
 11. The three-wheeled vehicle according to claim9, wherein the suspension lock system comprises a cam clamp lockingsystem.
 12. The three-wheeled vehicle according to claim 11, wherein thecam clamp locking system comprises a rotatable cam and gusset with alock disc secured to the horizontal linkage on either side of thepivotable connection to the frame and the lock disc positioned betweenthe cam and the gusset, such that as the cam is rotated, the cam pressesthe lock disc between the gusset and the cam holding the lock disc andhorizontal linkage in a stationary position.
 13. The three-wheeledvehicle according to claim 11, wherein the base body of the firstcentral hub and the base body of the second central hub have diametersas measured at the flanges that engage the frame and hold the first andsecond central hubs to the frame to distribute and lessen a torqueplaced on the transverse arm shaft by the articulation of the first andsecond trailing wheel arms about the transverse arm shaft.
 14. Thethree-wheeled vehicle according to claim 1, wherein the base body of thefirst central hub and the base body of the second central hub havediameters as measured at the flanges that engage the frame and hold thefirst and second central hubs to the frame is at least about five timesa diameter of the transverse arm shaft.
 15. A three-wheeled vehiclecomprising: a frame having a first side and second side and a front endand a rear end; a steerable front wheel secured to the front end of theframe; a first trailing wheel arm having a first rear wheel securethereto and a second trailing wheel arm having a second rear wheelsecure thereto; a central suspension joint secured to the frame on whichthe first trailing wheel arm is rotatably secured and the secondtrailing wheel arm is rotatably secured on either side of the frame; anda horizontal linkage comprising a first end and a second end and amidsection between the first and second ends, the horizontal linkagebeing pivotably connected to a pintle on the frame at the midsectionbeneath the first and second trailing wheel arms with the horizontallinkage linked to an underside of the first trailing wheel arm betweenthe first wheel and the central suspension joint proximal to the firstend of the horizontal linkage and the horizontal linkage linked to anunderside of the second trailing wheel arm between the second wheel andthe central suspension joint proximal to the second end of thehorizontal linkage.
 16. The three-wheeled vehicle according to claim 15,wherein as first trailing wheel arm articulates in a first direction,the horizontal linkage is pivoted about the pintle causing the secondtrailing wheel arm to articulate in a second opposing direction.
 17. Thethree-wheeled vehicle according to claim 15, further comprising asuspension lock system configured to restriction the articulation of thefirst and second trailing wheel arms, the suspension locking systemcomprising a lock disc secured to the horizontal linkage on either sideof the pintle on the frame and a rotatable cam positioned on a firstside of the lock disc and a gusset positioned on a second side of thelock disc, such that as the cam is rotated, the cam presses the lockdisc between the gusset and the cam holding the lock disc and horizontallinkage in a stationary position.
 19. The three-wheeled vehicleaccording to claim 15, wherein the horizontal linkage is linked to thefirst trailing wheel arm by a first air suspension spring and thehorizontal linkage is linked to the second trailing wheel arm by asecond air suspension spring, the first and second air suspensionsprings being connected to a pressurized air system to adjust therigidity of the first and second air suspension springs to adjustablethe ability of the first and second air suspension springs to absorbinstantaneous bumps experienced by the respective first and second rearwheels.
 19. The three-wheeled vehicle according to claim 15, furthercomprising: a hubmotor on an axle of at least one of the first rearwheel or the second rear wheel to provide electric motive power to thethree-wheeled vehicle; and one or more battery boxes secured to theframe for carrying battery banks configured to provide electric power tothe hubmotor.